U.S. patent number 7,730,990 [Application Number 12/119,850] was granted by the patent office on 2010-06-08 for restraint system for a hood lift device.
This patent grant is currently assigned to Honda Motor Co., Ltd.. Invention is credited to Brian Boggess, Eric M. Heitkamp, Gregory Joseph Mast, Ryan A. Miller.
United States Patent |
7,730,990 |
Boggess , et al. |
June 8, 2010 |
Restraint system for a hood lift device
Abstract
A hood lift device with a restraint system is disclosed. The
system can include a catching hole configured to constrain an
actuator tip within a hood after the hood lift device is deployed.
By engaging the hood lift device with a hood, the hood may be
restrained from contacting a windshield.
Inventors: |
Boggess; Brian (Dublin, OH),
Heitkamp; Eric M. (Columbus, OH), Mast; Gregory Joseph
(Columbus, OH), Miller; Ryan A. (Columbus, OH) |
Assignee: |
Honda Motor Co., Ltd. (Tokyo,
JP)
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Family
ID: |
41315084 |
Appl.
No.: |
12/119,850 |
Filed: |
May 13, 2008 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20090283347 A1 |
Nov 19, 2009 |
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Current U.S.
Class: |
180/274 |
Current CPC
Class: |
B60R
21/38 (20130101); B62D 25/12 (20130101); B62D
25/105 (20130101); B60R 21/0134 (20130101); B60R
2021/01088 (20130101) |
Current International
Class: |
B60K
28/10 (20060101) |
Field of
Search: |
;180/271,274,69.2,69.21
;293/133 ;296/187.04,193.11 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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10034523 |
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Jan 2002 |
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DE |
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10116717 |
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Oct 2002 |
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DE |
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1164072 |
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Dec 2001 |
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EP |
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Primary Examiner: Fleming; Faye M.
Attorney, Agent or Firm: Plumsea Law Group, LLC Duell; Mark
E.
Claims
What is claimed is:
1. A motor vehicle, comprising: a hood comprising a hood skin and a
hood frame; a hinge configured to attach the hood to a portion of
the motor vehicle; an actuator including an actuator tip configured
to lift a rear portion of the hood associated with the hinge; a
catching hole of the hinge configured to receive the actuator tip;
wherein the actuator tip is disposed below the catching hole when
the actuator is in a retracted position and wherein the actuator
tip is disposed through the catching hole when the actuator is in
an extended position; and wherein the hood frame includes a hole
that is aligned with the catching hole.
2. The motor vehicle according to claim 1, wherein the hinge
includes a lower portion and an upper portion.
3. The motor vehicle according to claim 2, wherein the upper
portion is a reinforcing portion.
4. The motor vehicle according to claim 2, wherein the upper
portion is disposed between the hood frame and the hood skin.
5. The motor vehicle according to claim 1, wherein the hole that is
aligned with the catching hole is configured to deform around the
actuator tip.
6. The motor vehicle according to claim 2, wherein the upper
portion includes a reaction surface configured to engage the
actuator tip.
7. A motor vehicle, comprising: a hood comprising a hood skin and a
hood frame; a hinge configured to attach the hood to a portion of
the motor vehicle; the hinge comprising a lower portion and an
upper portion, the upper portion including a reaction surface
disposed between the hood skin and the hood frame; an actuator
including an actuator tip configured to lift a rear portion of the
hood associated with the hinge; a catching hole of the hinge
configured to receive the actuator tip; wherein the actuator tip is
configured to contact the reaction surface when the actuator is in
an extended position; and wherein the hood is configured to slide
towards a rear portion of the vehicle when the actuator tip engages
the reaction surface.
8. The motor vehicle according to claim 7, wherein the reaction
surface is configured to deform when contacted by the actuator
tip.
9. The motor vehicle according to claim 7, wherein the catching
hole comprises an indentation.
10. The motor vehicle according to claim 7, wherein the actuator
tip is configured to fixedly engage with the catching hole after
the hood slides rearwards.
11. The motor vehicle according to claim 7, wherein the catching
hole has a key-hole shape.
12. The motor vehicle according to claim 7, wherein the hood frame
is associated with a hole that is configured to deform around the
actuator tip.
13. A motor vehicle, comprising: a hood attaching to the motor
vehicle using a hinge; an actuator including an actuator tip
configured to lift a rear portion of the hood associated with the
hinge; the hinge comprising a lower portion including a catching
hole configured to receive the actuator tip; a reaction surface
disposed above the lower portion configured to contact the actuator
tip in an extended position; wherein the actuator tip is fixedly
engaged with the catching hole in the extended position; and
wherein the catching hole comprises a first shape for receiving the
actuator tip.
14. The motor vehicle according to claim 13, wherein the hood is
configured to slide towards a rear portion of the motor vehicle
when the actuator tip is in the extended position.
15. The motor vehicle according to claim 13, wherein the engagement
of actuator tip with the catching hole prevents the rear portion of
the hood from rotating during a collision.
16. The motor vehicle according to claim 13, wherein the catching
hole substantially retains the first shape when the actuator tip is
in the extended position.
17. The motor vehicle according to claim 13, wherein the reaction
surface is disposed on an upper portion of the hinge.
18. The motor vehicle according to claim 13, wherein the reaction
surface is sloped.
19. The motor vehicle according to claim 13, wherein the hinge is
associated with a catching device disposed beneath the lower
portion of the hinge.
20. The motor vehicle according to claim 19, wherein the catching
device is configured to engage with the actuator tip.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to motor vehicles and in particular
to a restraint system for a hood lift device.
2. Description of Related Art
Devices for lifting the rear of a hood during an impact have been
previously disclosed. Borg et al. (U.S. Patent Number 2006/0108169)
is directed to a mechanical absorption system for an active bonnet
hinge. Borg teaches a device that raises a bonnet during an initial
collision using an actuator and a blocking device that is intended
to block the actuator in a given position. Borg intends to provide
a device that allows for impact absorption in the opposite
direction of the direction that the bonnet is lifted, once a
pedestrian has collided with the hood.
Borg teaches a safety device, including an actuator, a link rod, a
raising lug and a locking hook. The safety device is associated
with a bonnet. During an impact, a pyrotechnic charge exerts a
thrust on the hook to release the link rod, causing a piston of the
actuator to extend, which further raises the bonnet. As the
actuator extends, a snap ring occupies a groove. At this point, the
piston is prevented from extending any further. Borg teaches that
this first phase corresponds to a phase of arming the safety
device. During a second phase, force is applied to the piston by a
pedestrian impacting the bonnet. This impact causes the piston to
retract and the snap ring forcibly enters a small-diameter upstream
part of a cylindrical body. This second phase corresponds to a
phase of absorbing shock.
Kramarczyk et al. (U.S. Patent Number 2005/0264036) is directed to
a hood elevation system. Kramarczyk teaches a hood elevation system
for a motor vehicle, including an actuator configured to move a
portion of a hood between an elevated and a retracted position. The
hood elevating system also includes a self-locking mechanism.
Kramarczyk teaches that the self-locking mechanism enables repeated
elevation and retraction of the hood.
Kramarczyk teaches a hood that is attached to a vehicle by hinges
adjacent to a windshield. Each hinge is operatively connected to a
hood deployment linkage. Kramarczyk teaches that deployment of the
linkage may be further associated with a motor via a self-locking
mechanism. Kramarczyk teaches that the motor functions as an
actuator to selectively move the hood between a retracted position
and an elevated position by selectively retracting and extending a
member. Kramarczyk also teaches that the motor is controlled by a
sensing system.
The prior art requires systems with actuators including provisions
to lock the piston, thereby increasing the complexity of the
actuator. There is a need in the art for a system that constrains
the lifting movement of the hood without the need to introduce
additional components into the actuator system.
SUMMARY OF THE INVENTION
A restraint system for a hood lift device is disclosed. Generally,
this system can be used in connection with an engine of a motor
vehicle. The invention can be used in connection with a motor
vehicle. The term "motor vehicle" as used throughout the
specification and claims refers to any moving vehicle that is
capable of carrying one or more human occupants and is powered by
any form of energy. The term motor vehicle includes, but is not
limited to cars, trucks, vans, minivans, SUVs, motorcycles,
scooters, boats, personal watercraft, and aircraft.
In some cases, the motor vehicle includes one or more engines. The
term "engine" as used throughout the specification and claims
refers to any device or machine that is capable of converting
energy. In some cases, potential energy is converted to kinetic
energy. For example, energy conversion can include a situation
where the chemical potential energy of a fuel or fuel cell is
converted into rotational kinetic energy or where electrical
potential energy is converted into rotational kinetic energy.
Engines can also include provisions for converting kinetic energy
into potential energy. For example, some engines include
regenerative braking systems where kinetic energy from a drivetrain
is converted into potential energy. Engines can also include
devices that convert solar or nuclear energy into another form of
energy. Some examples of engines include, but are not limited to:
internal combustion engines, electric motors, solar energy
converters, turbines, nuclear power plants, and hybrid systems that
combine two or more different types of energy conversion
processes.
In one aspect, the invention provides a motor vehicle, comprising:
a hood comprising a hood skin and a hood frame; a hinge configured
to attach the hood to a portion of the motor vehicle; an actuator
including an actuator tip configured to lift a rear portion of the
hood associated with the hinge; a catching hole of the hinge
configured to receive the actuator tip; and where the actuator tip
is disposed below the catching hole when the actuator is in a
retracted position and wherein the actuator tip is disposed through
the catching hole when the actuator is in an extended position.
In another aspect, the hinge includes a lower portion and an upper
portion.
In another aspect, the upper portion is a reinforcing portion.
In another aspect, the upper portion is disposed between the hood
frame and the hood skin.
In another aspect, the hood frame includes a hole that is aligned
with the catching hole.
In another aspect, the upper portion includes a reaction surface
configured to engage the actuator tip.
In another aspect, a motor vehicle, comprising: a hood comprising a
hood skin and a hood frame; a hinge configured to attach the hood
to a portion of the motor vehicle; the hinge comprising a lower
portion and an upper portion, the upper portion including a
reaction surface disposed between the hood skin and the hood frame;
an actuator including an actuator tip configured to lift a rear
portion of the hood associated with the hinge; a catching hole of
the hinge configured to receive the actuator tip; and where the
actuator tip is configured to contact the reaction surface when the
actuator is in an extended position.
In another aspect, the reaction surface is configured to deform
when contacted by the actuator tip.
In another aspect, the hood is configured to slide towards the rear
portion of the vehicle when the actuator tip engages the reaction
surface.
In another aspect, the actuator tip is configured to fixedly engage
with the catching hole after the hood slides rearwards.
In another aspect, the catching hole has a key-hole shape.
In another aspect, the hood frame is associated with a hole that is
configured to deform around the actuator tip.
In another aspect, a motor vehicle, comprising: a hood attaching to
the motor vehicle using a hinge; an actuator including an actuator
tip configured to lift a rear portion of the hood associated with
the hinge; the hinge comprising a lower portion including a
catching hole configured to receive the actuator tip; a reaction
surface disposed above the lower portion configured to contact the
actuator tip in an extended position; and where the actuator tip is
fixedly engaged with the catching hole in the extended
position.
In another aspect, the hood is configured to slide towards a rear
portion of the motor vehicle when the actuator tip is in the
extended position.
In another aspect, the engagement of actuator tip with the catching
hole prevents the rear portion of the hood from rotating during a
collision.
In another aspect, the reaction surface deforms when contacted by
the actuator tip.
In another aspect, the reaction surface is disposed on an upper
portion of the hinge.
In another aspect, the reaction surface is sloped.
In another aspect, the hinge is associated with a catching device
disposed beneath the lower portion of the hinge.
In another aspect, the catching device is configured to engage with
the actuator tip.
Other systems, methods, features and advantages of the invention
will be, or will become, apparent to one of ordinary skill in the
art upon examination of the following figures and detailed
description. It is intended that all such additional systems,
methods, features and advantages be included within this
description and this summary, be within the scope of the invention,
and be protected by the following claims.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention can be better understood with reference to the
following drawings and description. The components in the figures
are not necessarily to scale, emphasis instead being placed upon
illustrating the principles of the invention. Moreover, in the
figures, like reference numerals designate corresponding parts
throughout the different views.
FIG. 1 is a side view of a preferred embodiment of a front portion
of a motor vehicle with a hood lift device;
FIG. 2 is an isometric exploded view of a preferred embodiment of a
hood, a hood hinge and a hood lift device;
FIG. 3 is an assembled side view of a preferred embodiment of a
hood, a hood hinge and a hood lift device;
FIG. 4 is an assembled side view of a preferred embodiment of a
deployed hood lift device;
FIG. 5 is a side view of an exemplary embodiment of a front portion
of a motor vehicle in a post-impact condition;
FIG. 6 is a side view of a preferred embodiment of a front portion
of a motor vehicle in a post-impact condition;
FIG. 7 is an isometric view of a preferred embodiment of a lower
portion of a hood hinge with a keyhole shaped catching hole;
FIG. 8 is an isometric view of a preferred embodiment of a lower
portion of a hood hinge with a star shaped catching hole;
FIG. 9 is side view of an alternative embodiment of an upper
portion of a hood hinge and a reaction surface;
FIG. 10 is a side view of an alternative embodiment of an upper
portion of a hood hinge with a sloped reaction surface;
FIG. 11 is an isometric view of an alternative embodiment of a
lower portion of a hood hinge with a catching device; and
FIG. 12 is a cross sectional view of a preferred embodiment of a
lower portion of a hood hinge with a catching device.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
FIG. 1 is a side view of a preferred embodiment of a portion of
motor vehicle 100. Generally, motor vehicle 100 could be any type
of motor vehicle, including, but not limited to, cars, trucks,
vans, minivans, SUVs, motorcycles, scooters, boats, personal
watercraft, and aircraft.
Preferably, a motor vehicle may be configured with one or more
sensors configured to detect various types of collisions. In the
current embodiment, motor vehicle 100 may be associated with sensor
102. Preferably, sensor 102 is a pre-crash sensor configured to
detect a potential collision. Generally, sensor 102 may be any type
of pre-crash sensor, including, but not limited to, pressure
sensors, radar, optical, fiber-optic, or infrared sensors. In some
cases, sensor 102 may be part of a network of sensors disposed on
the periphery of a motor vehicle. In other cases, sensor 102 may be
part of a network of sensors including a vehicle speed sensor. In
this preferred embodiment, sensor 102 is a radar sensor housed
within front bumper 104 of motor vehicle 100. Using this
arrangement, sensor 102 may detect a potential collision at the
front of motor vehicle 100.
In some embodiments, a pre-crash sensor may alert a driver to a
potential collision. In other embodiments, a pre-crash sensor may
deploy motor vehicle systems to reduce the severity of a collision.
In some cases, a pre-crash sensor may deploy air bags around the
bumper or windshield wipers of a motor vehicle. In a preferred
embodiment, a pre-crash sensor may signal a hood lift device to
lift the hood into a position that adds crush space between the
hood and engine to reduce the risk of pedestrian injuries to the
head and chest. The term "hood lift device" as used throughout this
detailed description and in the claims refers to the components of
a system configured to lift a hood of a motor vehicle prior to a
collision in order to provide added engine compartment clearance
for collisions with a pedestrian.
In this embodiment, sensor 102 may be associated with hood lift
device 125. In some embodiments, hood lift device 125 may be
disposed below a side portion of hood 150. In other embodiments,
hood lift device 125 may be disposed below a front portion of hood
150. In a preferred embodiment, hood lift device 125 may be
disposed below rear portion 151 of hood 150. Details of hood lift
device 125 will be discussed later in this detailed
description.
In some embodiments, sensor 102 may signal hood lift device 125 to
deploy prior to a collision. In a preferred embodiment, sensor 102
may signal electronic control unit (ECU) 120 of an imminent
collision. ECU 120 then preferably signals hood lift device 125 to
deploy. In some cases, ECU 120 may deploy additional systems to
reduce the severity of a collision.
Generally, sensor 102, hood lift device 125 and ECU 120 may
communicate in any manner. In some embodiments, components 102, 125
and 120 may communicate via one or more electrical wires or
circuits. In other embodiments, components 102, 125 and 120 may
communicate wirelessly. Although sensor 102 and hood lift device
125 communicate with ECU 120 in the current embodiment, in other
embodiments, sensor 102 and hood lift device 125 could also
communicate with one another directly. In these other embodiments,
sensor 102 could send a signal to activate hood lift device 125
directly, instead of via ECU 120.
Preferably, after hood lift device 125 receives a signal to deploy,
hood lift device 125 preferably pushes rear portion 151 of hood 150
upwards. Generally, hood 150 may be raised by any height above the
front of motor vehicle 100. In some embodiments, hood lift device
125 may push rear portion 151 upward more than 10 cm above motor
vehicle 100. In other embodiments, hood lift device 125 may push
rear portion 151 upward less than 10 cm above motor vehicle 100. In
a preferred embodiment, hood lift device 125 may push rear portion
151 upward approximately 10 cm above motor vehicle 100. Generally,
hood lift device 125 pushes rear portion 151 of hood 150 upward to
a position that adds crush space between hood 150 and an engine and
other hard components.
During a motor vehicle-to-pedestrian collision, a pedestrian may
strike and deform hood 150. After deforming hood 150, a pedestrian
may contact an engine and/or other hard components underneath hood
150. By adding engine compartment clearance between hood 150 and
the engine, hood lift device 125 creates a buffer that may prevent
a pedestrian from immediately impacting the engine or other
components disposed directly beneath hood 150 when the pedestrian
strikes hood 150.
FIG. 2 is an isometric exploded view of hood lift device 125 and
hood 150. In the current embodiment, hood lift device 125
preferably includes actuator 253. Actuator 253 may be disposed
within an engine compartment. Actuator 253 may be any type of
actuator, including, but not limited to, pneumatic actuators,
motors, and pyrotechnic actuators. In a preferred embodiment,
actuator 253 may be a pyrotechnic actuator.
Actuator 253 may include rod 250. In this embodiment, rod 250 is a
cylindrical rod. In other embodiments, rod 250 may have a different
shape. In some embodiments, rod 250 may include actuator tip 254 at
the top of rod 250. In some cases, actuator tip 254 may have a
generally flattened shape and fit on top of rod 250. In other
cases, actuator tip 254 may have a different shape. Further details
of this arrangement are discussed later in this detailed
description.
Preferably, actuator 253 includes provisions to house rod 250 when
hood lift device 125 is not deployed. In this embodiment, cylinder
251 may be configured to house rod 250 prior to the firing of
actuator 253. Although this embodiment of actuator 253 includes
cylinder 251, rod 250, and actuator tip 254, in other embodiments,
other components may be included in actuator 253. Additionally, in
some other embodiments, some components discussed here may not be
included. For example, in some cases, cylinder 251 may be
optionally removed from actuator 253. Generally, actuator 253 may
include any components configured to lift hood 150 to provide
engine compartment clearance.
A cross section of hood 150 is illustrated in FIG. 2. In some
cases, hood 150 may comprise hood skin 152 and hood frame 153.
Preferably, hood skin 152 may provide a smooth continuous surface
visible on the exterior of the motor vehicle. Also, hood frame 153
may be associated with the underside of hood 150. For purposes of
clarity, only some components of hood 150 are illustrated in this
Figure.
In some embodiments, a hood frame may be a frame with gaps. In
other embodiments, a hood frame may have a multicone inner panel
design. In still other embodiments, a hood frame may include a
cavity. In some cases, a cavity within a hood frame may be
configured with materials or structures for sound or energy
absorption during a collision. In a preferred embodiment, a hood
frame may include a cavity and at least one hole providing access
to the cavity.
In the current embodiment, hood frame 153 may be disposed generally
parallel to hood skin 152 before sloping upwards to join hood skin
152 at rearward edge 154. In other embodiments, hood frame 153 and
hood skin 152 may have different shapes. Preferably, the shape of
hood frame 153 is configured to form cavity 156. In this
embodiment, cavity 156 includes the space between hood skin 152 and
hood frame 153.
In this preferred embodiment, hood frame 153 may include hole 155.
Hole 155 preferably provides access to cavity 156. In the current
embodiment, hole 155 has a rectangular shape. In other embodiments,
hole 155 could have a different shape. Generally, the shape and
size of hole 155 could vary. Furthermore, in other embodiments,
hood frame 153 may be associated with additional holes.
Preferably, a hood includes provisions to securely attach to a
motor vehicle. Additionally, a hood may be configured to open and
close to provide access to an engine compartment within a motor
vehicle. In some embodiments, a hood may pivot at a lateral edge of
the engine compartment to open and provide access to the engine
compartment. In other embodiments, a hood may pivot at a forward
edge of the engine compartment to open and provide access to the
engine compartment. In a preferred embodiment, a hood hinge may
secure a hood to a motor vehicle at a rearward edge of the engine
compartment and allow a hood to pivot open to provide access to an
engine compartment.
In this embodiment, hood 150 may be associated with hood hinge 201.
Generally, hood hinge 201 may be any type of hinge including, but
not limited to, detachable hood hinges, geared hood hinges, hinges
with gas shocks and other types of hinges. Generally, hood hinge
201 is configured to connect hood 150 to motor vehicle 100, as well
as to allow hood 150 to open and close. In some embodiments, hood
hinge 201 may be disposed near rearward edge 154 of hood 150. In
other embodiments, hood hinge 201 may be disposed in another
location proximate to hood 150.
Preferably, hood hinge 201 comprises pivot portion 280 and lower
portion 203. In this embodiment, pivot portion 280 may be
configured to attach directly to motor vehicle 100. Likewise, lower
portion 203 may be configured to attach to, and pivot with respect
to, pivot portion 280. Furthermore, lower portion 203 may also be
configured to connect with hood 150. Using this arrangement, hood
hinge 201 may allow hood 150 to connect to, and pivot with respect
to, motor vehicle 100.
In some embodiments, a hood hinge may include additional provisions
to secure the hood hinge to a hood. In some cases, the hood hinge
may be reinforced to prevent a fracture during a collision. In
other embodiments, a lower portion of a hood hinge may be
reinforced where the hood hinge fastens to a hood. In a preferred
embodiment, a hood hinge may include additional portions to fasten
the hood hinge to a hood.
In the current embodiment, hood hinge 201 further includes upper
portion 202. Upper portion 202 may be disposed within cavity 156 of
hood 150 to reinforce the attachment of hood hinge 201 to hood 150.
Preferably, upper portion 202 is configured to attach to hood frame
153 and lower portion 203. This arrangement preferably strengthens
the connection between lower portion 203 and hood 150.
Generally, portions 202, 203 and 280 of hood hinge 201 may be made
of any material. In some embodiments, portions 202, 203 and 280 may
be made of similar materials. In other embodiments, portions 202,
203 and 280 may be made of different materials. Portions 202, 203
and 280 are preferably made of substantially durable materials. In
a preferred embodiment, portions 202, 203 and 280 may be made of a
metal material or a metallic alloy.
FIGS. 2-3 illustrate a preferred embodiment of the assembly of hood
hinge 201 with hood 150 and motor vehicle 100. Initially, upper
portion 202 of hood hinge 201 may be inserted into cavity 156 of
hood 150. Following this, first mounting holes 285 of lower portion
203 may be aligned with second mounting holes 286 of hood frame
153. Additionally, third mounting holes 287 of upper portion 202
may also be aligned with mounting holes 285 and 286. At this point,
first bolt 211 and second bolt 212 may be inserted through mounting
holes 285, 286 and 287 to secure lower portion 203 and upper
portion 202 to hood 150. Using this arrangement, hood frame 153 may
be sandwiched between lower portion 203 and upper portion 202,
strengthening the connection between hood hinge 201 and hood
150.
Although the current embodiment uses two bolts to secure lower
portion 203 and upper portion 202 to hood 150, in other embodiments
any number of bolts may be used. Additionally, in some other
embodiments, one or more portions of hood hinge 201 may be welded
directly to hood 150. Preferably, hood hinge 201 may be attached to
hood 150 in a manner that does not prevent the lifting of hood 150
during a collision.
Preferably, pivot portion 280 may also be attached directly to
motor vehicle 100. In this preferred embodiment, pivot portion 280
may be attached to motor vehicle 100 using bolts 281. In other
embodiments, pivot portion 280 could be welded to motor vehicle 100
or attached using other provisions.
Preferably, lower portion 203 and pivot portion 280 may be attached
to one another during the assembly of hood hinge 201. In
particular, first pivot hole 283 of pivot portion 280 may be
aligned with second pivot hole 284 of lower portion 203. Following
this, pivot bolt 282 may be inserted through holes 283 and 284 in
order to fasten lower portion 203 to pivot portion 280. This
connection preferably facilitates the pivoting of lower portion 203
with respect to pivot portion 280 and motor vehicle 100.
Preferably, a hinge may be associated with provisions for
restraining or catching a portion of an actuator. In some
embodiments, the hinge may be associated with a restraint system.
The term "restraint system" as used throughout this detailed
description and in the claims refers to any components, mechanisms
or devices for constraining one or more components of a hood lift
device. In some cases, the restraint system may include a catching
hole. The catching hole may be configured to receive an actuator
tip after a hood lift device deploys. In other cases, the restraint
system could include another type of catching device that is
configured to catch a portion of an actuator. By catching the
actuator tip after the actuator tip pushes a hood upward, the
actuator tip will be constrained within the hood. In particular,
the actuator tip when trapped may cause the hood lift device to act
as an anchor for a rear portion of the hood. With this arrangement,
the rear portion of the hood may be anchored by the hood lift
device prior to a collision.
Referring to FIGS. 2-3, lower portion 203 may include catching hole
355. In some embodiments, catching hole 355 may be aligned with a
portion of actuator 253. In particular, catching hole 355 may be
disposed just above actuator 253, as seen in FIG. 3. Furthermore,
catching hole 355 may be disposed below hole 155. In a preferred
embodiment, both catching hole 355 and hole 155 are configured to
receive actuator tip 254 once hood lift device 125 has
deployed.
Preferably, actuator tip 254 is configured to engage upper portion
202 of hood hinge 201 in order to apply a lifting force to hood
150. In this embodiment, upper portion 202 may include reaction
surface 305. Preferably, actuator tip 254 may strike reaction
surface 305 when hood lift device 125 is deployed. In some
embodiments, reaction surface 305 of upper portion 202 may be
shaped in a curve that arches over hole 155. With this shape, upper
portion 202 may be configured so as not to block hole 155. Using
this arrangement, actuator tip 254 may lift hood 150 to create
engine compartment clearance during a collision by striking
reaction surface 305.
Prior to a collision, actuator 253 may be disposed in a retracted
position, as seen in FIG. 3. In this position, rod 250 and actuator
tip 254 are retracted within cylinder 251. In particular, in this
retracted position, actuator tip 254 is disposed below catching
hole 355. However, following a collision, actuator 253 may be
disposed in an extended position, as seen in FIG. 4. In this
position, rod 250 and actuator tip 254 may be extended outwards
from cylinder 251 and preferably engage one or more portions of
hinge 201 and hood 150. In particular, in this extended position,
actuator tip 254 may be inserted through catching hole 355 and may
engage with reaction surface 305.
Referring to FIG. 4, hood lift device 125 is deployed for an
imminent collision. In this embodiment, actuator 253 lifts rod 250
upwards with an explosive charge. Rod 250 pushes through holes 155
and 355 to strike reaction surface 305 of hood hinge 201.
Preferably, rod 250 strikes reaction surface 305 with actuator tip
254. The relatively large surface area of actuator tip 254 may
reduce local pressure when actuator tip 254 pushes against reaction
surface 305. With this arrangement, actuator tip 254 deforms upper
portion 202 as actuator tip 254 strikes reaction surface 305
instead of potentially puncturing reaction surface 305.
As upper portion 202 deforms, lower portion 203 may also be
deformed because lower portion 203 is bolted to upper portion 202.
In some embodiments, lower portion 203 may be configured to deform
at bend point 410. This deformation at bend point 410 releases some
of the pressure exerted by hood hinge 201 on hood 150. Through the
force of actuator tip 254 striking reaction surface 305 on hood
hinge 201, hood 150 is forced upward to provide crush space for a
potential pedestrian striking hood 150.
As hood 150 is pushed upwards, hood 150 may also slide rearward
toward a rear portion of the motor vehicle. Likewise, hood hinge
201 will also slide rearward. When hood hinge 201 slides rearward
actuator tip 254 will become misaligned with catching hole 355.
Preferably, this causes actuator tip 254 to be locked within hood
frame 153. In particular, pressure from edge 405 of catching hole
355 will force rod 250 and actuator tip 254 to remain within cavity
156. Additionally, the broad flat shape of actuator tip 254 may
assist in keeping rod 250 within cavity 156. With this arrangement,
rod 250 will be prevented from falling downward after the force
from actuator 253 is depleted. In other words, actuator tip 254 and
hood hinge 201 may be fixedly engaged when actuator 253 is in this
fully extended position.
While rod 250 is pressed against edge 405 of catching hole 355, rod
250 will preferably stop hood 150 from sliding further in the
rearward direction. By stopping hood 150 from sliding further
rearward, rod 250 may prevent hood 150 from impacting a windshield
and potentially causing injury to a driver or a passenger.
In prior designs, hood lift devices may increase the likelihood of
a hood impacting a windshield during a collision. As previously
discussed, when a hood lift device deploys prior to the collision,
the rear portion of the hood is pushed upwards. In a frontal
collision, the hood may be configured to fold at a predefined weak
point to absorb some of the force of the collision. In some cases,
this combination of forces may cause the rearward edge of the hood
to over rotate and impact the windshield. By pushing up a rear
portion of a hood prior to a collision, a hood lift device may
cause a hood to be pushed into a windshield when the hood is forced
rearward during a frontal collision.
FIG. 5 illustrates a schematic view of an exemplary embodiment of a
front portion of motor vehicle 500 in a post-impact condition.
Preferably, motor vehicle 500 includes hood lift device 525. While
hood lift device 525 is configured to deploy in a collision to
protect a pedestrian, hood lift device 525 may also deploy in other
collisions including motor vehicle-to-motor vehicle collisions. In
the current embodiment, motor vehicle 500 collides with another
motor vehicle, not shown in this Figure for purposes of
clarity.
As motor vehicle 500 experiences a frontal collision with another
motor vehicle, hood lift device 525 deploys when signaled of an
imminent collision. In this embodiment, rod 560 strikes a portion
of hood hinge 501 to push rear portion 551 of hood 550 upward. The
force from rod 560 deforms hood hinge 501 at bend point 510. This
causes rear portion 551 to be pushed upward.
In this embodiment, hood 550 and hood hinge 501 do not include a
mechanism to catch actuator tip 564 after hood lift device 525
deploys. When the force of the charge from actuator 526 is
depleted, rod 560 and hood hinge 501 are no longer engaged.
Therefore, rear portion 551 is not engaged by hood lift device 525.
With this configuration, deformed hood hinge 501 is the only point
of attachment between rear portion 551 and motor vehicle 500.
As motor vehicle 500 collides with another motor vehicle, hood 550
folds to absorb some of the force of the collision. Specifically,
front portion 552 and rear portion 551 are rotated upward at
pre-defined weak point 553. Furthermore, the force of the collision
pushes rear portion 551 rearward. Since hood lift device 525 raises
rearward edge 554, rearward edge 554 is disposed higher on
windshield 580. In some cases, the force of the collision may cause
rearward edge 554 to impact windshield 580. With this combination
of forces from hood lift device 525 and the collision, rearward
edge 554 may be driven into windshield 580.
Preferably, a hood lift device and a hood may be configured with
provisions to protect not only pedestrians but also the occupants
of a motor vehicle during a collision. FIG. 6 illustrates a
preferred embodiment of a front portion of motor vehicle 600 after
a frontal collision with another motor vehicle. For purposes of
clarity, only hood 650 and hood lift device 625 are shown in FIG.
6.
Prior to the frontal collision, hood lift device 625 preferably
deploys. As discussed previously, hood lift device 625 is deployed
to protect pedestrians in motor vehicle-to-pedestrian collisions.
However, in some cases, hood lift device 625 may also deploy in
motor vehicle-to-motor vehicle collisions as well as collisions
with other objects.
When hood lift device 625 deploys, actuator tip 664 is forced
upward by actuator 626. At this point, rod 660 pushes rear portion
651 upward to provide crush space between hood 650 and an engine
compartment. After the force of the charge from actuator 626 is
depleted, actuator tip 664 does not disengage from hood 650 because
actuator tip 664 is caught within hood frame 653. In particular,
actuator tip 664 is fixedly engaged with a catching hole of a hood
hinge as previously discussed. This configuration fixedly engages
actuator tip 664 with hood frame 653 near rearward edge 654.
As hood 650 is struck by a frontal collision, hood 650 folds at
pre-defined weak point 665. Front portion 652 and rear portion 651
are forced upward when hood 650 folds at pre-defined weak point
665. Furthermore, hood 650 and specifically rearward edge 654 may
be pushed rearward by the collision. In this embodiment, however,
hood lift device 625 is locked in place on hood frame 653. This
arrangement prevents rear portion 651 from moving rearward. Rear
portion 651 is instead forced to bend between pre-defined weak
point 665 and rearward edge 654 to accommodate the force of the
collision. In other words, as hood 650 folds rearward edge 654 is
locked into place by actuator tip 664 of hood lift device 625. With
this configuration, rearward edge 654 is substantially prevented
from impacting windshield 680 and potentially harming vehicle
occupants.
Preferably, the shape of a catching hole in a lower portion of a
hood hinge is configured to securely engage an actuator tip after a
hood lift device deploys. This arrangement ensures that a rear
portion of a hood is anchored by the actuator tip during a
collision and prevented from moving rearward into a windshield.
Generally, a catching hole may have any shape configured to catch
an actuator tip after a hood lift device deploys. Examples of
different shapes for a catching hole include, but are not limited
to, keyhole shapes, star shapes, rectangular shapes, polygonal
shapes, irregular shapes, as well as other shapes.
FIG. 7 illustrates an alternative embodiment of catching hole 755
in lower portion 703 of hood hinge 701. In this alternative
embodiment, catching hole 755 may have a keyhole-like shape. The
keyhole shape of catching hole 755 may include circular portion
756. Preferably, circular portion 756 is configured to allow an
actuator tip to pass through circular portion 756 of catching hole
755 when a hood lift device deploys.
Furthermore, catching hole 755 includes provisions to catch an
actuator tip when a hood slides rearward in a collision. In the
current embodiment, catching hole 755 may be configured with key
portion 757 to catch an actuator tip. As the hood slides rearward
during a frontal collision, catching hole 755 will slide rearward.
Key portion 757 will be pushed against a rod and catch the actuator
tip. This arrangement secures the actuator tip within a hood frame
and keeps the hood from sliding further rearward and impacting a
windshield.
In still other embodiments, a portion of a hood frame configured to
receive an actuator tip may be fabricated out of a weak material,
such as sheet metal, that may be deformed as a hood lift device
pushes through a catching hole. In other words, a hole associated
with the hood frame may be shaped without the clearance to allow an
actuator tip to pass through. Instead, an actuator tip may deform
the edges of the hole as it passes through. By deforming the edges
of the hole, the actuator tip may create resistance when the
actuator tip attempts to separate from the hood. This configuration
causes the actuator tip to be caught when the force of the actuator
is extinguished.
FIG. 8 illustrates an alternative embodiment of hole 855 disposed
within hood frame 803 of hood 800. In the current embodiment, the
material in the portion of hood frame 803 that includes hole 855
may be relatively weak. In some cases, the material may be sheet
metal. In other cases, the material may be some other type of metal
alloy with little resistance. With this configuration, hole 855 may
be shaped so that an actuator tip may not pass through hole 855
without deforming the edges of hole 855.
Preferably, the deformation of the edges of hole 855 causes an
actuator tip to be caught when rod attempts to fall after the force
of the actuator is dissipated. Instead of falling through hole 855
and then through catching hole 856 of hood hinge 801, the actuator
tip remains within hood frame 803. Using this arrangement, the
actuator tip may be caught within hood frame 803 by hole 855 prior
to any rearward movement of a hood.
As previously discussed, an actuator tip may strike a reaction
surface of an upper portion of a hood hinge. In other embodiments,
a reaction surface may be a portion of a hood skin. In still other
embodiments, a reaction surface may be a portion of a hood frame.
Generally, a reaction surface may be associated with any component
fabricated with a material of sufficient strength to raise a hood
following a strike from a hood lift device.
In an alternative embodiment illustrated in FIG. 9, reaction
surface 905 may be an individual component disposed within hood
frame 953. In other embodiments, reaction surface 905 may be
disposed below a hood frame or in another location proximate to a
hood lift device. In the current embodiment, reaction surface 905
is secured within cavity 956 by upper portion 902 of a hood
hinge.
This arrangement of a separate component for reaction surface 905
may facilitate the use of a specific material or shape for reaction
surface 905. In some cases, reaction surface 905 may be made of a
stiffer material than the materials used for hood frame 953, hood
skin 952 and upper portion 902 of a hood hinge. In other cases,
reaction surface 905 may be made of the same material as the
material used for a hood frame 953 or upper portion 902 of a hood
hinge. In a preferred embodiment, reaction surface 905 may be
fabricated with a material stiffer than the material used for upper
portion 902. Using this configuration, reaction surface 905 may
force hood 950 upward when struck by components of a hood lift
device.
In some embodiments, a reaction surface may be shaped to aid in
engaging an actuator tip after deployment of a hood lift device. In
previous embodiments, the reaction surface is generally
symmetrical. In an alternative embodiment, the shape of the
reaction surface may be sloped to assist in the constraint of an
actuator tip.
Referring to FIG. 10, reaction surface 1005 is configured with a
steeper slope on forward portion 1007 than rear portion 1006. When
a hood lift device executes, this difference in slopes preferably
directs an actuator tip in a forward direction relative to hood
1050. This configuration assists in the capture of actuator tip
1060 by misaligning actuator tip 1060 with catching hole 1055 as
actuator tip 1060 is pushed forward and hood 1050 is pushed
rearward.
In the current embodiment, reaction surface 1005 is disposed on
upper portion 1002 of a hood hinge within cavity 1056. However, in
other embodiments, reaction surface 1005 may be a separate
component. In still other embodiments, reaction surface 1005 may be
disposed on a hood frame or hood skin. Generally, reaction surface
1005 may be disposed in any location that is configured to lift a
hood when a hood lift device is deployed. Furthermore, in some
embodiments, reaction surface 1005 may be any shape that assists in
the constraint of an actuator tip after the force from an actuator
is dissipated.
In previous embodiments, an actuator tip is associated with a
catching hole. In an alternative embodiment, an actuator tip may be
caught by a catching device that is disposed below a lower portion
of a hinge. Generally, the catching device may be any shape that
fixedly engages an actuator tip with a hinge after the force from
an actuator is depleted. In some embodiments, the catching device
may be a portion of a hood hinge. In other embodiments, the
catching device may be a portion of a hood frame. In a preferred
embodiment, a catching device may be a standalone component.
FIGS. 11-12 illustrate an alternative embodiment of catching device
1105 engaging actuator tip 1154. In this embodiment, catching
device 1105 is preferably disposed below hood frame 1153 and
attached to hood frame 1153 by bolts or some other means of
attachment. Particularly, catching device 1105 may be disposed in a
forward direction of catching device 1105 and in such a manner that
catching device 1105 does not initially engage actuator tip 1154 as
hood lift device 1125 deploys, prior to actuator tip 1154
contacting hood frame 1153.
Referring to FIG. 11, catching device 1105 may include small hole
1180 and indentation 1182. Preferably, small hole 1180 may be
shaped to engage rod 1160. Additionally, indentation 1182 may be
shaped to engage actuator tip 1154. Generally, catching device 1105
may be configured with any shape that may engage rod 1160 and/or
actuator tip 1154.
After hood lift device 1125 deploys, rear portion 1152 of hood 1150
is raised approximately 10 cm as actuator tip 1154 engages hood
frame 1153. This causes catching device 1105 to move upward at an
angle. This movement may cause catching device 1105 to engage rod
1160 and actuator tip 1154. Furthermore, as a collision ensues,
hood 1150 will be pushed rearward causing catching device 1105 to
be pushed into rod 1160 and actuator tip 1154. With this
configuration, actuator tip 1154 is restrained from falling when
the force from the actuator is depleted. After a hood lift device
1125 raises hood 1150, hood 1150 may be prevented from impacting a
windshield during a frontal collision by constraining rod 1160 and
actuator tip 1154 within catching device 1105.
While various embodiments of the invention have been described, the
description is intended to be exemplary, rather than limiting and
it will be apparent to those of ordinary skill in the art that many
more embodiments and implementations are possible that are within
the scope of the invention. Accordingly, the invention is not to be
restricted except in light of the attached claims and their
equivalents. Also, various modifications and changes may be made
within the scope of the attached claims.
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